Improvement in steam-generators



w. (time, y Wlf/ ,"CHARLEs w. cAHoott-or PORTLAND, MAINE.

Letters Patent No. 83,457, dated October` 27, 1868.

,The Schedule referred to in these Letters Patent and making of the same.

To all lwhom it may concern:

Beit known that l, CHARLES W. CAHOON, of Portland, in the county of Cumberland, and State of Maine, have invented certain new and useful Improvements in. Propelling Carriages; and I. hereby declare the followingto be a full, clear, and exact description thereof,

which will enable others to make and use my invention, reference being had to the accompanying drawings, forming'part of this specification, in whichf Figure 1, plate 1, Ashows a side elevation of my invention. l

Figure A2, plate 1, represents a sectional View of the pipe Band connections.

Figure 3, plate 1, represents a view of the screwlever and joint.

. Figure 4, plate 1, is a view of 'the pipe i and a section ofthe carnage.

Plate 2 exhibits a side sectional elevation of the carriage, and certain of my improvements therewith connected. V

Figure 1, plate 3, shows an end view of a ear, with the elevatingscrew connected therewith, said screw having the revolving shaft. V

A'Figure 2, plate 3, represents a side elevationrof the same, having the rod for turning thecar.

Similar letters and numerals refer to like parts-in each of the plates and gures.

This invention consists in a novel means of supplying the carriage described in my patent of November 5, 1867, with hot water, for use in propelling the same, and also in a supplemental tank tothe boiler where the water is heated, for the purpose of receiving the same after it has been used, as above, and before it is returned to the boiler for reheating, the object of which is, that it may be ejected from the carriage by its own pressure, and when that pressure becomes redueed below that -in the boiler, as would necessarily be the case after ithas performed its duty on the carria e.

gt also consists in a pipe and valve for letting ofi water from the supply-pipe beibre it is uncoupled.

` A represents a stationary boiler, having a pipe, B, leading up from the lower part of itswater-space, and then horizontally, or nearly s o,` into the carriage, C.

This pipe has a valve, a, for opening` and closing it,

a vertical pipe, b, with valve c in the same, and two vball-j oints, D D, ,to impart flexibility to the pipe. It

also has a holder, d, to prevent the pipe from turning when coupled, and also a coupling, E, which moves on or ofi' the pipe, by means o f the screw-thread on the same and on the pipe. This coupling is so made as to connect with the pipe i, leading out of the side of the carriage, which pipe also has a screw-thread upon it., By these mea'ns the coupling ofthe pipe B and plpe t is effected. The end of the coupling is made ilaring, so that it may be readily adj usted to the carriage-pipe.

The object of thevertical pipe l) is that, when the carriage has been charged with hotwater, thef pipe B from the boiler may be uncoupled from the pipet on y and having a pipe, f, leading into the boiler, and having a valve, y.

Another pipe, Z, with the valve y, leads upward into the openair. Y Another pipe, G, leads first downward, then'horizontally, from this tank, into the carriage. This pipe G has, like pipe B, double ball-joints, a holder, and coupling.

H represents double-reciprocating locomotive-engines, placed upon one end of the carriage, and connected with the wheels of the same by means of gearing, sov that the operation of the engines will propel the carriage. 1 I represent two iron tanks, having each a pipe, h, leading frm their top into the engines, being encased with tin, so as to leave an air-space between them and the same. From the bottom ofthe tin casing a small pipe, with a valve in the same, leads to the outside of the carriage, so as to conduct off any leakage which might take place from the tanks. These tanks are situated within the body of the carriage, and encased, about one foot from the outside of them, with wood, the space between being filled with dry sawdust, the

the same being for the purpose of retarding the conduction of heat.

Between the outside of the wooden casing and the sides of the carriages a space is left for a passage-way. From the tanks I I extend lateral pipes i, passing through the casings of the tanks, and to just within the outside of the carriage,for conneoting'the same with the boiler, sliding doors being on the outside of the carriage, to enclose the'same when disconnected.

There are two of these pipes t to each tank, one at the bottom and another near the top, each having a .valve in the same, and a screw-thread on the end, so

that the tanks can be coupled to the boiler, and supplied -therefrom Glass water-gauges, j, are attached to each tank, so that it may be known when they are suiiicicntly charged with water.

ik represents a valve in pipe connecting the two tanks, so that their contents may be disconnected when desired. Z l represent `handles to valves in pipes lh h, for regulating the flow of steam to the engines. They are placed at the side of the engines, and are pivoted to the bottom of the carriage, extending through the same, and' having connecting-rods leading under the carriage, to the other end, being there attached to similar handles,I so that the valves can be operated atf either end of the carriage.

vwater enters the tank F.

The general operation of' my invention is as follows: Tater being first heated in. the boiler A, to as high a temperature as the construction of the same and the strength of the tank. will safely admit of, the carriage is brought alongside of the boiler, so that the pipes 'i in the same will be nearly opposite the pipes B a'nd G iin the boiler. The end of the pipe B is then, by means of the two ball-joints D D in the same, brought in a line with the upper pipe, Ai, in the carriage, the coupling E being screwed outwardlfintil the pipe tent-ers the same. The valves e and t are then opened, causing, by the pressure in the boiler, the tanks to be filled, the valves x x being opened to let out the air and steam. When the tanks are charged with water, and it is desired to uncouple the carriage from the boiler, the valves a and c are closed, the valve s is opened, and at the same time the valve x is closed, and after the pressure in the pipes is relieved, .the coupling 'E is turned off i'oni the end of the carriage-pipe, and the carriage is ready for duty.

W'hen the heat of the water in the-carriage becomes so much reduced as not to finnish the necessary power for propulsion, what is left therein may be returned again to the boiler, for reheating; and in order to 'accomplish this readily, the pressure should not be allowed to fall below eight or ten pounds to the square inch in the car-reservoirs, before recharging, in order that it may have force enough to eject itself therefrom up into the boiler-tank F. The connections for this purpose are made the same as for the pinposes of supplying the carriage, and are attached to the pipe G, leading from the boiler-tank F, and the lower pipe, c', in the carriagereservoirs, the if'alve g being shut, and the valve y being opened, the latter to let otf the'air and steam as the After the carriage has thus relieved itself, the lower pipe-valve,e, is closed, as well as the valve y in the boiler-tank pipe z. The valve y is closed, and the boiler-tank pipe is then uncoupled.

The carriage-leservoirs may be then recharged, as before described. After this is done, the valve y in the boiler-tank should be shut, and the valve g in the pipe f opened, in order that the contents of the tank F may tiow into the boiler for reheating, closing the valve y when the tank F is emptied.

Haying thus described my invention, I would recoinmend th t in the construction of tanks for street-railroad locom tives, say for hauling one ordinary passenger-car, Wit its quota of passengers, it would be well to have the strong enough to endure a pressure of one hundred poundsto the square inch, and of a capacity to carry two hundred gallons of water, so that a suflicient stock of power may be had not to require very frequent recharging; and also that the engines be of suii'icient diameter and capacity to give the necessary speed when the pressure is considerably reduced by exhaustion, inasmuch as the lower the pressure required, the less frequently will it be necessary to recharge the carriage. The opening of the inductionvalve to the engine, when it is desired to keep up a uniibrm speed of the carriage,- should, of course, be increased as the pressure decreases.v

What I claim as my invention, and desire to secure by Letters Patent, i'sl. The boiler A, with the pipe B, flexible by means ot; the joints D D, having the coupling E, and valves, substantially as herein set forth and described.-

2. The combination of boiler-tank F-with the boiler A, and with reference to tire carriage C, substantially herein described.

3. The combination of pipe G, iiexible, as described, and having the coupling, whereby to convey the residumn of the carriage-reservoirs into the boiler-tank F, as described. l

4. In combination with the boiler A, having a supply-pipe, B, for connecting with the carriage C, to supply the tanks therein, as described, the relief-pipe b, I'with its valve c, substantially described.

CHAS. W. GAHOON.

Witnesses: WM. HENRY CLIFFORD,

WM. FRAXK SEAVEY. 

